System of railway control.



A. R. CRADDOCK. SYSTEM OF RAILWAY CONTROL.

APPLICATION FILED JULY 15, 915.

Patented June 12, 1917.

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A. R. CRADDOCK.

SYSTEM OF RAILWAY CONTROL.

APPLICATION FILED IULY I5, 1915.

1,229,235, Patented June '12, 1917.

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ARTHUR RAINS FORD CRAIDIDOCK, OF CHRISTCHURCH, NEW ZEALAND.

SYSTEM OF RAILWAY CONTROL.

Application filed. July 15, 1915.

To all whom it may concern:

Be it known that I, ARTHUR RArNsronD CRAnDooK, a subject of the King ofGreat Britain, and a resident of Christchurch, in the ProvincialDistrict of Canterbury and Dominion of New Zealand, have invented acertain new and Improved System of Railway Control; and I do herebydeclare the following to be a full, clear, and exact description of thesame, reference being had to the accompanying drawings, forming part ofthis specification, and to the figures and letters of reference markedthereon.

This invention relates generally to an improved system of railwaycontrol, and espe cially to a system having means for automaticallyactuating the governing mechanism of a train, when it attempts to entera section of the track occupied by another train, or to pass by a tracksignal indicating Danger r Stop.

The primary object of the present invention is the provision of animproved system of railway control in which the governing mechanism ofthe train can be positively controlled by track conditions affecting thepassage of the train and in which the number of parts have beenmaterially decreased, and complicated electrical wires, both along thetrack and on the train, are dispensed With. A system constructed .inaccordance with the present invention is of maximum efficiency and canbe installed within reason able limits in cost.

A full understanding of the nature and objects of the invention will beattained from the following detailed description, when taken inconnection with the accompanying drawings which illustrate a preferredembodiment of the invention, and the novel features thereof will beparticularly pointed out and specified in the appended claims.

In the drawings,

Figure 1 is a diagrammatic view of one form and arrangement of apparatusembodying the present improvements.

Fig. 2 is a view showing in end elevation portions of the apparatus.

' Fig. 3 is a fragmentary view of a novel keeper for the permanent trackmagnet.

Similar characters of reference in the several figures indicate the sameparts.

As shown in Fig. 1, a railway track is indicated by the track rails A,A. The track is preferably divided into Sections, or

Specification of Letters Patent.

Patented June 12, 1917.

Serial No. 40,112.

blocks, each insulated from the other by insulating members a. If it bedesired to preserve the electric continuity of the rails, bonds (4 maybeemployed. Fig. l'shows diagrammatically one insulated section A At somepoint within a section A and located preferably centrally between therails A, A, is a track magnet adapted to be magnetized and demagnetized,preferably an electro-magnet B having its magnetic axis transverse tothe track. The poles N, S, of the electro-magnet are placedapproximately at the level of the track rails, and in the preferredconstruction, are considerably elongated in the direction of the trackso as to create a magnetic field of considerable extent between thetrack rails, when the electro-magnet is energized. A local battery Bforms a source of current for energizing the electro-magnet B, and thepoles of the battery are connected with line wires 5, 6. Line wire Z)leads to a device B for making and breaking the circuit of the localbattery B. The make and break B is preferably controlled by a tracksignal C and so arranged that when the signal is set to indicate stopthe battery circuit is open and when the signal is set to indicateproceed, the battery circuit is closed. Control of the circuit of the,electro-magnet can obviously be effected by some other means than thesignal,

but, inasmuch as the governing mechanism I of the train is actuated toimpart a maximum restriction upon running the train by opening thecircuit of the electro-magnet, it is preferable to employ the tracksignal, other than a train in the block ahead, for instance, because thesignal would be set at danger, for any cause which would prevent thetrain under control from entering the next block. From make and break Bline wire 5 leads to one terminal of the winding Z3 of theelectromagnet; the other terminal of the winding is electricallyconnected to insulated section of rail A by a wire 6 Line wire "6 leadsto the corresponding insulated section of rail A.

\Vithin the block and located preferably on each side of electro magnetB is a constantly magnetized track magnet, this being, in the presentinstance, a permanent magnet D, with its magnetic axis extendingtransverse to the track and its poles N, S elongated in the direction ofthe track to provide a permanent magnetic field. of considerable extent.

The vehicle E, which may be a locomotive or a train, is provided withmagnetically ferred arrangement, three cores E, E E? are employed, coreE being locatedcentrally on the under side 01": the vehicle orlocomotive, and cores E, E being disposed at the sides of core E. All ofthe cores are arranged with their magnetic axes transverse to thevehicle and are provided with elongated pole pieces N, S for therespective cores. A magnetic condition is induced in one of the outercores E or E when the locomotive carries it over the permanent trackmagnet D. By providing two outer cores, it is possible to run thelocomotive tender first over the permanent track magnet .and at the sametime one of the cores will always be car? ried into inductive relationwith the permanent track magnet. Rotatably mounted in the yoke of core Eis an armature 6 having a spindle 0. An armature e is similarly mountedin the yoke of core E The brake pipe line of the train is indicated at Fhaving a valve F for controlling the application'of the brakes. Thevalve may be opened by the spindle c of armature e, and also by thespindle c or armature 6 when either of said armatures is attracted by amagnetic condi-' tion induced in its respective core. The brake valvemay also be opened and closed by any preferred form of manual lever,well known in the art. I

Mounted on spindle e is a locking arm Gr having at its free end a catch9 for cooperation with a locking lug g on core E, when core E isenergized. When arm G is locked by energized core E, no movement can beimparted to armature e and spindle e, by the magnetic'condition inducedin core E and hence valve F is. not opened'and the brake not applied. .Asimilar locking arrangement G is provided for core E If desired, core Emay be provided with an armature 6 having a connection 71, with a signalH, and constructed to energize the signal when the armature isattractedby a magnetic condition induced in the said core. Spindle eof'an armature 6 may have a connection 7:, with a signal H which signalis actuated when armature e is attracted by energized core EThe'operation of the apparatus is as follows :It will first be assumedthat the track is clear and the vehicle or locomotive E is moving in thedirection of the arrow of Fig. 1. The track signal O indicates proceedand accordingly the circuit of electromagnet- B is closed at make and.break B Consequently,when the locomotive of the train passes over theinsulated rail sections A,.A, the circuit of battery B is completedthrough the locomotive, and track elestrotend to attract armature e andopen the brake valve F, were this not prevented by magnetized core E,attracting lock arm G into such position that lug g engages catch 9 andprevents movements of spindle 6. At the same time, the armature e ofcore E is attracted and signal H is energized, thereby notifying thedriver that the track is clear and that the train can proceed withsafety.

In case signal C is set to indicate danger or stop, the circuit ofelectromagnet'B is broken by make and break B and, hence, core E is notenergized, when the locomotive carries it into inductive relation to theelectro-magnet B. This leaves armature c of core E free, and theconsequent attraction of said armature by the magnetic condition inducedin core E by permanent track magnet 1) causes spindle c to open valve F,thereby applying the brakes. Spindle e also actuates danger signal H.

lVhen a permanent track magnet is employed, it sometimes happens thatthe magnet entirely loses its magnetism. To prevent this, the inventionprovides an automatic keeper, illustrated in detail in Fig. 3. Thekeeper bar K is mounted at its ends on links is, the lower ends of saidlinks being connected by a rock shaft is. Mounted on said rock shaft isa second link 76 which is carried bya track bar k Track bar may belocated alongside one of the rails and arranged to be depressed by thewheel flanges of a passing train to move keeper K away from permanentmagnet D. A spring 70 acts to nor- 'mally urge the track bar in elevatedposition izing the second track magnet, normally de- I magnetized corescarried by the train and positioned to pass in inductive relation to therespective track magnets, governing mechanism carried bythe train, andmeans for positively actuating said governing mechanism to impart amaximum restriction upon the running of the train when a magneticcondition is induced in one of the cores, but to permit free running ofthe train when a magnetic condition is induced in both cores.

2. In a system of railway control, the combination of a railway trackand a train traveling thereupon, a constantly magnet? ized track magnet,a second track magnet with means controlled by a track signal formagnetizing and demagnetizing the second track magnet, normallydemagnetized cores carried by the train and positioned to pass ininductive relation to the respective track magnets, governing mechanismcarried by the train, and means for positively actuating said governingmechanism to impart a maximum restriction upon the running of the trainwhen a magnetic condition is induced in one of the cores, but to permitfree running of the train when a magnetic condition is induced in bothcores.

8. In a system of railway control,the combination of a railway track anda train traveling thereupon, a constantly magnetized track magnet, atrack clectro-magnet in circuit with the track rails whereby its circuitmay be closed by the passage of the train, a track signal having meansfor opening and closing the circuit of the electro-magnet, normallydemagnetized cores carried by the train and positioned to pass ininductive re lation to the respective track magnets, governing mechanismcarried by the train, and means for positively actuating said governingmechanism to impart .a maximum restriction upon the running of the trainwhen. a magnetic condition is induced in one of the cores but to permitfree running of the train when a magnetic condition is induced in bothcores.

4. In a system of railway control, the com bination of a railway trackand a train traveling thereupon, a constantly magnetized track magnet, asecond track magnet, a track signal, means for magnetizing the secondtrack magnet when the track signal indicates proceed, and fordemagnetizing said track magnet when the track signal indi cates stop;normally demagnetized cores carried by the train and positioned to passin inductive relation to the track magnets, a b aim, and magneticallycontrolled connections governing the brake and constructed to apply thebrakes when a magnetic condition is induced in one of the cores, but notto apply the brakes when a magnetic condition is induced in both cores.

5. In a system of railway control, the combin ation of a railway trackand a train traveling thereupon, a constantly magnetized track magnet, asecond track magnet with means for magnetizing and demagnetizing thesecond track magnet, normally demagnetized cores carried by the trainand positioned to pass in inductive relation to the respective trackmagnets, a brake, means for applying the brake when a magnetic conditionis induced in one of the cores, and a stop effective when a magneticcondition is induced in both cores to positively prevent the brake frombeing applied.

6. In a system of railway control, the com- &

bination of a railway track and a train traveling thereupon, aconstantly magnetized track magnet, a second track magnet, a tracksignal, means for magnetizing the second track magnet when the tracksignal indicates proceed and for demagnetizing said magnet when thetrack signal indicates stop; normally demagnetized cores carried by thetrain and positioned to pass in inductive relation to the respectivetrack magnets, a brake, means for applying the b 'ake when a magneticcondition is induced in one of the cores, and a stop effective when amagnetic condition is induced in both cores to prevent the brake frombeing applied.

7. In a system of railway control, the combination of a railway trackand a train traveling thereupon, said trackbeing divided into sectionseach insulated from the other, a constantly magnetized track magnetwithin one of the insulated sections of the track,

a track electro-magnet also in said insulated section and in circuitwith the rails of the track, whereby thecircuit of the electromagnet maybe closed by the passage of the train in that section of the track, atrack signal, means for opening the circuit of the electro-magnet whenthe signal indicates stop normally demagnetized cores carried by thetrain and positioned to pass in inductive relation to the respectivetrack magnets, governing mechanism carried by the train, and means forpositively actuating said governing mechanism to impart a maximumrestriction upon the running of the train when a magnetic condition isinduced in one of the cores but to permit free running of the train whena magnetic condition is induced in both cores.

8. In a system of railway control, the combination of a railway trackand a train traveling thereupon, a constantly magnetized track magnet, asecond track-magnet with means for magnetizing and demagnetizing thesecond track magnet, normally demagnetized cores carried by the trainand positioned to pass in inductive relation to the respective trackmagnets, an armature cooperating with the core which passes over theconstantly magnetized track magnet, a brake, connections between saidbrake and the armature effective to apply the brake when the armature isattracted by a magnetic condition induced in the core, and a stop forpositively preventing application of the brake, said stop beingeffective when a magnetic condition is induced in the core, which passesover the second track magnet.

9. In a system of railway control, the combination of a railway trackand a train traveling thereupon, a constantlymagnetized track magnet, asecond track magnet, a track signal, means for magnetizing the secondtrack magnet when the track signal indicates proceed and fordemagnetizing the said track magnet when the track signal indicates stopnormally demagnetized cores carried by the train and positioned to passin inductive relation to the respective track magnets, an armaturecooperating with the core which passes over the constantly magnetizedtrack magnet, a brake, connections between said brake and the armatur-eeffective to apply the brake when the armature is attracted by amagnetic con dition induced in the core, and a stop for positivelypreventing application of the brake, said stop being efiiective when amagnetic condition is induced in the core which passes over the secondtrack magnet.

10. In a system of railway control, the combination of a railway trackand a train traveling thereupon, a permanent track magnet, a secondtrack magnet with means for magnetizing and demagnetizing the secondtrack magnet, normally demagnetized cores carried by the train andpositioned to pass in inductive relation'to the r spective trackmagnets, governing mechanism carried by the train, means forpositivelyactuating said'governing mechanism to impart a maximum restriction uponthe running of the train when a magnetic condition is induced in one ofthe cores but to permit free running of the train when a magneticcondition is induced in both cores, a keeper normally bridging the polesof the permanent magnet, and means actuated by the train for moving thekeeper away from the magnet, whereby a magnetic condition may be inducedin the train core when in inductive relation to the permanent magnet. i

11. In a system of railway control, the combination of a railway trackand a train traveling thereupon, a constantly magnetized track magnet, asecond track magnet adapted to be magnetized and demagnetized, normallydemagnetized cores carried by the train and positioned to pass ininductive relation to the respective track magnets, governing mechanismcarried by the train, and means responsive to the induction of amagneticcondition in one of said train cores for actuating saidgoverning mechanism.

12. In a system of railway control, the combination of a railway trackand a train traveling thereupon, aconstantly magnetized track magnet, asecond track magnet adapted to be magnetized and demagnetized, normallydemagnetized cores carried by the train and positioned to pass ininductive relation to the respective track magnets, a train brake, andmeans responsive to the induction of a magnetic condition in one of saidtrain cores for actuating said brake.

ARTHUR RAINSFORI) CRADDOGK.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents.

Washington, D. G.

